Loading apparatus for variable height railway cars



July 7, 1964 G. w. MERRITT ETAL 3,139,997

LOADING APPARATUS FOR VARIABLE HEIGHT RAILWAY CARS Filed June 29, 1962 9Sheets-Sheet l aa/ Z6 m Q \F' Q 3; Q X\ '1 =3 R o B mw w I "o INVENTORS.

GLENN W MERR/TT u m CECIL G. HUNT MAHONEY, MILLER & RAMBO ATTORNEYS.

y 1964 G. w. MERRITT ETAL 3,139,997

LOADING APPARATUS FOR VARIABLE HEIGHT RAILWAY CARS Filed June 29, 1962 9Sheets-Sheet 2 INVENTORS. GLENN W MERR/TT CECIL G. HUNT MAHONEY.M/LLE &RAMBO BY 7%4 M A TORNEYS.

y 1964 G. w. MERRITT ETAL 3,139,997

LOADING APPARATUS FOR VARIABLE HEIGHT RAILWAY CARS Filed June 29, 1962 9Sheets-Sheet a '1 O 0 g I O A O -L 1 11 0 m 0 INVENTORS. O GLENN w.MERR/TT K CECIL a. HUNT BY MAHONEY. MILLER & RAMBO BY TTORNEYS.

y 1964 G. w. MERRlTT ETAL 7 LOADING APPARATUS FUR VARIABLE HEIGHTRAILWAY CARS Filed June 29, 1962 9 Sheets-Sheet 4 INVENTORS. GLENN w.MERRITT CECIL G. HUNT MAHONEY. MILLER & RAMBO BY I 2 m WVETTORNEYS.

July 7, 1964 G. w. MERRlTT ETAL 3,139,997 LOADING APPARATUS FOR VARIABLEHEIGHT RAILWAY CARS Filed June 29, 1962 9 Sheets-Sheets INVENTORS. GLENNW MERR/TT CECIL G. HUNT MAHONEY, MILL R & RAMBO BYW W TTORNEYS.

July 7, 1964 a. w. MERRITT ETAL 3,139,997

L;O/IDI NG AP RARAFIUS FOR VARIABLE HEEEGHT RAILWAY CARS Filed J-une219, 1962 9 :Sheets-Sheet 6 INVENTORS.

E GLENN w. MERR/TT CECIL G. HUNT MAHONEY. MILLER & RAMBO ATTORNEYS.

ly 7, 1964 G. w. MERRITT ETAL 3,139,997

LOADING APPARATUS FOR VARIABLE HEIGHT RAILWAY CARS Filed June 29, 1962 9Sheets-Sheet 7 INVENTORS.

34E GLENN w. MERR/TT CECIL a. HUNT MAHONEY, MILLER & RAMBO TTORNEYS.

LQADING APPARATUS FOR VARIABLE HEIGHT RAIBLWAY CARS 9 Sheets-Skew 8Filed June %9 1962 INVENTORS. GLENN W MERRITT CECIL G. HUNT BY MAHONEY,MILLER & RAMBO BY WM, W

ATTORNEYS.

United States Patent 3,139,997 LOADING APPARATUS FOR VARIABLE HEIGHTRAILWAY CARS Glenn W. Merritt and Cecil G. Hunt, Bowerston, Ohio,

assignors to The Nolan Company, Bowerston, Ohio, a

corporation of Ohio Filed June 29, 1962, Ser. No. 206,262 22 Claims.(Cl. 214-42) Our invention relates to a loading apparatus for variableheight railway cars. More specifically, it relates to an extremelysimple but efficient and foolproof unit designed for loading railroadcars automatically and uniformly, regardless of the nature of the coaland the height 'or length of successive cars, without the need of anattendant at the loading station. It is designed for operation with carmoving apparatus which is employed to move a trip of railroad cars pastthe loading station and with a hopper at the station which is suitablysupplied with coal from the mine and which discharges it into therailroad cars as they are automatically moved into association with andaway from the hopper.

The automatic loading station of this invention is capable of use withany of various means of car propulsion which moves a trip of railroadcars along a track to and from the loading station where they receivethe coal from the loading hopper.

The present invention provides a simplified design of automatic loadingstation which eliminates the need for separate track-mounted car controldevices but which will operate with railroad cars whether or not theyare of uniform size. This simplified design is accomplished by providinga sled-like frame which is mounted for vertical movement in associationwith the loading hopper and which will engage the tops of the railroadcars as they are moved beneath the hopper regardless of the height andlengths of the cars. This sled-like frame carries an automatic loadingpaddle for engaging the coal in each car as it comes to a proper leveltherein to thereby actuate the car moving means, a car change controllever for engaging the trailing end of the filled car also to operatethe car moving means, and means for moving a movable discharge chutesection which is part of a doubleloading chute associated with thehopper, as well as means for operating controls which actuate a movablegate that directs the coal through the double chute first in the carbeing loaded and then in the succeeding car to be loaded.

More specifically, the loading station of this invention comprises ahopper which is suitably mounted at a proper level to supply coal orother material to a trip of cars moving therebeneath on a suitabletrack. As indicated above, the coal or other material is supplied intothe hopper by suitable means such as a conveyor or belt running from themine. The railroad cars are moved beneath and away from the hopper by asuitable carpropelling unit. The loading hopper includes a doubleloading chute having a forwardly directed movable section and arearwardly directed fixed section. Associated with this double chute isa material directing gate which is swung through substantially ninetydegrees for directing the material either through the forward movablechute section or through the rearward fixed chute section. Suspendedbeneath the hopper for vertical swinging movement is a sled-like framefor engaging the tops of the cars as they move beneath the loadinghopper. This sled-like frame carries various control devices which arealways in the same initial dependent relationship to the frameregardless of the height of the car which it engages. The loading of thecars is controlled by operation of an automatic loading paddle which iscarried by the sled frame in a dependent position. When the coal pilesup in the car beneath the hopper to a pre-set height, the pressure ofthe coal against the loading paddle causes it to be deflected from itsnormal dependent vertical position and, through suitable controls,actuates the car propulsion unit to advance the cars a short distanceuntil the pressure on the loading paddle is relieved, due to its newposition in an unloaded part of the car, thereby causing the propulsionunit to stop. This action is repeated each time the coal pilessuflicientiy high in the car to deflect the loading paddle until the caris fully loaded throughout its length. As the car is moved relative tothe hopper, the runners of the sled-like frame merely slide along theopposite top edges of the car.

When a car has been advanced to a position Where it is fully loaded, therear or trailing end of that car is engaged by a car change controllever. This lever is also carried by the loading sled or frame and,through suitable controls, initiates the car change cycle. This changeconsists in reversing the chute gate so that the discharge will bethrough the rear chute section into the succeeding car, actuating thecar moving means or propulsion unit to move continuously for a limitedtime the said succeeding car relative to the hopper so that its forwardor leading end is ahead of the forward chute, and after the delay timeinterval, stopping the continuous travel of the car and returning themovable chute gate to its normal forward discharge position fordischarging coal through the forward chute section into the forward endof the car. Also, the control of the travel of the car now being loadedreverts to the loading paddle to continue the automatic loading cycledescribed above. As the loading sled moves from a high car to a low car,or vice versa, the movable chute section is thereby swung to differentdependent positions to properly direct the coal into the car.

In the accompanying drawings, we have illustrated an automatic loadingstation and associated controls in accordance with our invention. Inthese drawings:

FIGURE 1 is a side elevational view of the automatic loading stationwith a railroad car passing underneath the loading hopper and associatedcar-engaging loading sled thereof, the broken lines indicating theposition of the sled and the movable loading chute section when the sledengages a low car.

FIGURE 2 is an elevational view of the loading sled and associatedcontrols at the car-engaging end of the sled taken at the positionindicated at line 2-2 in FIG- URE 1.

FIGURE 3 is an enlarged vertical longitudinal sectional view taken alongline 3-3 of FIGURE 2 showing the automatic car change control lever.

FIGURE 4 is a transverse vertical sectional view taken along line 4-4 ofFIGURE 3.

FIGURE 5 is an enlarged vertical longitudinal sectional view taken alongline 55 of FIGURE 2 showing the automatic loading paddle.

FIGURE 6 is a transverse vertical sectional view taken along line 6-6 ofFIGURE 5.

FIGURE 7 is an enlarged vertical longitudinal sectional view taken alongline 77 of FIGURE 2 and 3 showing the movable loading chute section, themovable chute gate, and the associated controls, the broken linesshowing the position of the movable chute section when the loading sledengages a relatively low car.

FIGURES 8 to 19, inclusive, are schematic views illustrating theoperation of the loading station, both with a string of cars of uniformheight and a string of cars of varying heights.

FIGURE 20 is a schematic diagram of the electrical control circuit forthe loading station.

With reference to the drawings, in FIGURE 1 we have illustrated anautomatic loading station indicated generally by the numeral 25. Thisloading station is at a suitable location at the mine along a railroadtrack over which a string or trip of longitudinally spaced but coupledrailroad cars is moved. The loading station includes a loading hopper 26which may be suitably supported at a selected level which is such as topermit proper passage of the railroad cars, to be loaded, therebeneath.

The string or trip of coupled railroad cars may be moved beneath andaway from the loading hopper 26 by any suitable car-moving or propulsionapparatus. For example, the car propulsion unit may be in the form of asimple winch unit which is disposed along the track at a suitablelocation beyond or forwardly of the loading station 25, as indicatedgenerally by the numeral 30 in FIGURES 8 and 12. The hoist 30 winds in acable 31, which is coupled to the forwardmost of the string of cars,when it is desired to move such cars relative to the loading station 25.The winch unit 30 is shown as being of an electrically actuated type andis controlled in a manner to be described later. This car propulsionunit is given only as an example and various types of propulsion unitscan be employed. These may be in the form of units for applying apositive propelling force or conversely the tracks may be inclined sothat the string of cars will move, because of gravity, wheneverreleased. Thus, a winch unit (not shown), like the unit 30, may bedisposed behind the cars and the tracks will be inclined in the oppositedirection, the winch unit including electromagnetic brakes which may bereleased, as desired, to permit automatic forward movement of the stringof cars.

The hopper 26, as shown in FIGURES 1 and 7, has depending from it adouble loading chute. This chute comprises a forwardly directed movablesection 35 and a rearwardly directed fixed section 36. These sectionsconnect with throats 35a and 36a, respectively, which converge at theirupper ends where they join at the downwardly opening outlet of thehopper. At this junction, there is provided a reversible materialdirecting chute gate 40. This gate is in the form of a plate which isfixed at a rocket shaft 38 which is mounted for rotation in bearings onthe opposed walls of the throats of the chute at the angle where thelower walls thereof converge. The normal discharge from the hopper 26 isthrough the chute section 35 and, therefore, the gate 40 is normallypositioned as indicated in FIGURES 1 and 7 where it closes off thethroat section 36a and directs the material from the hopper into thethroat section 35a. A reversible electric motor 45 which is geared tothe shaft 38, as shown in FIGURE 7, is preferably employed to actuatethe gate 46. However, as will be understood, the electric motor 45 maybe replaced by any equivalent actuating means, such as a solenoid, or avalve-controlled pneumatic or hydraulic motor.

The forwardly directed movable chute section 35 is pivoted for verticalswinging movement by means of the attached brackets 41 and a transverseshaft 42 to a supporting frame 43. The frame 43 is at a fixed elevationbelow the hopper 26 and is suitably supported in association therewithso that the double chute sections extend downwardly therethrough. Theupper end of the chute section 35 always extends over the associatedthroat section 35a. Thus, the section 35 is swingable relative to thecommunicating throat 35a to different angular dependent positions. Thisswinging movement is accomplished in a manner and for a purpose to bedescribed later. The rearwardly directed chute section 36 has its upperend fixed to and communicating with the throat 36a.

As indicated above, the frame 43 is suitably supported in a horizontalposition at a proper elevation below the hopper 26. The means forsupporting the horizontal frame 43 may include four posts or columns 49(FIG- URE 2) arranged in forward and rearward pairs with the columns ofeach pair on opposite sides of the track. This frame will support allthe mechanism of the loading station with the exception of the parts ofthe double loading chute carried by the hopper 26. This mechanismincludes a vertically movable frame or sled 50 which is adapted to carrythe actuating members of the loading station and to position them in apredetermined initial relationship to the railroad cars regardless ofthe height of the cars.

The sled 50 comprises suitably fabricated open framework opposed sides53, each of which is pivoted at its rear end for vertical swingingmovement, as illustrated best in FIGURES l, 2, 3, and 7. The pivotalsupport includes the yoke brackets 51 depending from opposite sides ofthe frame 43 and between which bearing collars 52 mounted on the upperends of the side frames 53 are disposed and are rotatable on bearingpins 55. The side frames 53 are rigidly connected together by means oftransversely extending rods or braces including the members 54 (FIGURE2) so that the frame or sled 50 is a rigid unit. These connections alsoinclude a relatively large tube 56 which is flanged at its ends and isbolted to the side frame members 53 at a location slightly forwardly anddownwardly of the pivots 55. Each of the side frame members is providedwith a runner 53a which, as indicated best in FIGURE 1, extendsforwardly and downwardly to a substantially flat portion 57 and thencurves upwardly and outwardly to a substantially straight upright outerportion 58, assuming that the sled 50 is in the substantially horizontalposition indicated in FIGURE 1. The important formation of the runner isat its outer end where the portions 57 and 58 are at an obtuse angle,almost a right angle, and are joined by a curved connecting portion 59.The sled S0 is partially counterbalanced by means of counterbalanceweights 60 guided for vertical movement by the forwardmost columns 49and connected to the outer end of the sled by cables 61 attached to oneof the members 54.

An electric motor-operated chain hoist 62 is supported on the outer endof the frame 43 and provided with a chain 63 connected with the outerend portion of the sled 50. In the normal operation of the loadingapparatus, the chain 63 is arranged with sutficien't slack to permit thesled to move between its high and low car positions withoutinterference. However, when it is desired to elevate or lower the sledindependently of its engagement with the railroad cars, the hoist 62 maybe controlled manually to raise or lower the sled 50.

As previously indicated, the main control devices of the loading stationinclude an automatic loading paddle and a car change lever. Both ofthese control members are carried by the sled 50. Thus, in FIGURE 1, thecontrol paddle is indicated at 65 and the car change lever is indicatedat 70. These members 65 and are spaced longitudinally relatively on thesled 50, the member 65 being forward of the member 70.

The paddle 65 (FIGURES 5 and 6) is carried at the lower end of apendulum arm 66. This arm carries a pivot sleeve or collar 67 at itsupper end which is freely rotatable on a transversely disposed pin orrod 68. The pin or rod 68 is rigidly carried by a longitudinallyextending support bar 69 which is part of the adjacent side frame 53.The arm 66 comprises two telescoping sections which are relativelyextensible and extractable by means of a threaded collar 71. The paddle65 is carried at the lower end of the lowermost arm section andcomprises a plate having a tubular border 72. The paddle is connected bya pivot bolt 73 for lateral swinging movement relative to the dependingarm 66 as indicated by the broken line position in FIGURE 6. At thepivot bolt 73, a cam 74 is provided which swings about the axis of thebolt 73 with the paddle. This cam controls a limit switch LS2 which ismounted on the arm 66 adjacent the pivot 73.

The car change lever 70 (FIGURES 3 and 4) is carried at the forward endof a right triangular frame 7 5. It comprises a pendulum arm 76 which isfreely pivoted at 77 on a support bar 78 carried by the frame 75. A cam79 is fixed on the arm 76 adjacent the pivot 77 and will swing therewithto actuate, at the proper instant, a limit switch LS3 which is carriedadjacent thereto by the bar 78. The frame 75 includes a lower side 80which is always held in substantially horizontal position. The rear sideof the frame 75 comprises a tubular arm 81 which is provided with apivotsleeve or collar 82 on its upper end that is freely rotatable on apin or rod 83. The pin or rod 83 extends transversely and has its outerend rigidly attached to a longitudinally extending support bar 84 whichis part of the adjacent side frame member 53. Thus, the longitudinallydisposed triangular frame 75 pivots about the axis of the transverse pin83. However, the frame is always held in such a position that the lowerside 80 is horizontal regardless of the vertical position of theswinging loading sled 50. This is accomplished by means of a stabilizingor pantograph link 85 which is pivoted at one end by a movable pivot 86to the diagonal side of the frame 75 and is pivoted by a fixed pivot 87at its upper end to a rigid bar 88 depending from a fixed transversesupport 89 that extends between the brackets 51. The pivot 87 ispreferably in the form of a removable bracket and the rod 85 is providedwith a flat end portion 91 which has a series of longitudinally spacedopenings, any one of which may receive the bolt 87. This permits properinitial positioning of the frame 75 about its pivot 83.

For controlling the angle of the movable loading chute section inaccordance with the angle at the loading sled 5t) which may changeconsiderably when shifting between low and high cars, a link mechanism90 of the type shown best in FIGURES l, 2 and 7 may be provided. Thisstructure comprises a pair of laterally spaced rigid arms 92 which arecarried by the tube 56 and which extend downwardly and slightlyforwardly. A pair of links 93 are provided and have their rear endspivoted at 94 to the arms by means of adjustable clevis members 96.These links extend forwardly at opposite sides of the chute section 35and their forward ends are provided with flat pivot bars 95'that extendinwardly of pivot bars 97 attached to the sides of the chute section 35.Both bars 95 and 97 are provided with a series of pivot openings forselectively receiving a pivot pin 100. When the sled 50 swings about thepivot axis 55, the arms 92 will be rocked and this will rock the chutesection 35 through the links 93. The upper end of the section 35 (FIGURE7) is larger than the throat 35a to permit this relative movement.

It will be apparent from the above that most of the control mechanism ofthe loading station is carried by the car-engaging sled 50. However,reversing switches RLS and FLS are carried by the loading chute and areactuated by an arm 38:: fixed to the gate shaft 33 (FIGURE 7). The widerunners 53a at each side of the sled will engage the upper edges of eachcar as indicated in FIG- URE 2. This will be true regardless of theheight of the car as indicated best in FIGURE 1. The portions 57, 58 and59 of the runners will be the portions which engage the cars.Furthermore, it will be apparent that due to the linkage 90, as thesleds 50 move between high and low cars, the chute section 35 is pivotedso that the coal will be. directed more effectively into the succeedingcar as it is loaded. Also, the parallel or pantograph linkage 85 willserve to keep the car change lever supporting frame 75 in the sameposition relative to the vertical at all times so that the lower sidethereof will always be horizontal. The purpose of this is to maintainthe cam 79 in the same relative position to the limit switch LS3 whenthe arm 70 is in its normal dependent hanging position. Therefore, whenthe lever 70 strikes the end of the car, the same degree of movementwill always be required thereof to actuate the limit switch LS3. Nolinkage is needed to control the loading paddle 65 since it swingslaterally about the pivot 73 to actuate the limit switch LS2 and it willalways be hanging in dependent position. It is desirable that the loweredge of this paddle 65 be slightly below the mean of the normal angle ofrepose laterally in the car of the various types of coal loaded.

The electrical control circuit for the loading station is indicatedschematically in FIGURE 20. The various parts thereof will be referredto in connection with the following description of the operation of theentire loading station. It will be noted that the car advancing motor30, the chute gate control motor 45, the limit switch LS2 actuated bythe loading bar or paddle 65, and the limit switch LS3 actuated by thecar change control lever 70 are connected in this circuit.

The operation of the loading station with a string of railroad cars ofuniform height is indicated schematically in FIGURES 8 to 11, inclusive.The operation of the loading station with a string of cars of varyingheights is illustrated in FIGURES 12 to 19, inclusive.

Assuming the car A in FIGURE 8 is being loaded by our loading station,the loading sled 50 is engaged with the upper edge of the car adjacentits forward end and the chute section 35 is discharging forwardly, sincethe chute gate 40 is in its rear normal position where the chute section36 is closed and the chute section 35 is open. The coal dischargedthrough the loading chute section 35 piles up in the car to apreselected height where it engages the paddle 65 and causes it to bedeflected laterally. This trips the limit switch LS2 which starts thecar puller 30 to operate to pull the string of cars along relative tothe loading station. The contacts of the limit switch LS2 are closed andcomplete a circuit to the motor 30 to advance the car A, which will beapparent from the diagram of FIGURE 20. After the car puller 30 advancesthe car sufliciently until the pressure of the coal on the loadingpaddle 65 is relieved, the paddle is allowed to swing downwardly to itsnormal vertical position, thus opening the LS2 switch contacts anddisconnecting the motor of the puller 30. This operation is repeatedeach time the loading paddle is deflected. until the car A is completelyloaded. Thus, in FIGURE 9, the continuation of the automatic loadingoperation is illustrated. In FIG- URE 10, the condition is illustratedwhere the car A has advanced to a position where it is fully loaded. Atthis position, the car change control lever 70 is actuated by engagementwith the rear end or wall of the car A. This trips the limit switch LS3thus initiating the car change cycle. Also, when the switch LS3 istripped, the chute gate 40 is reversed to discharge coal into thesucceeding car B. Also, the car mover or puller 30 is started and willcontinue to run uninterrupted for a predetermined time under control oftime delays 1T and 2T. The manner in which this sequence of operationsis produced will be apparent from FIGURE 20. It will be noted that theswitch LS3 includes a normally open contact L830 and a normally closedcontact LS3C. L830 is connected in series with a relay coil 1CR througha normally closed contact 1CR1 controlled by coil 1CR. When the trailingend of the car A has been filled to its maximum level, the paddle 65closes the limit switch LS2 to advance the car. As the lever 70 engagesthe trailing end of the car A and actuates the switch LS3, the contactL830 is closed to energize the relay coil 1CR. Relay contact 1CR1 willbe open but the coil 1CR is not deenergized as a holding circuit,including a normally open contact 1CR2, is connected in parallel withthe contacts L830 and ICRl. Simultaneously upon opening of the relaycontacts ICRI, contacts 1CR2 close to maintain the coil 1CR energized.The relay coil 1CR also controls the normally open contacts 1CR5, whichare connected in parallel with the contacts of switch LS2, and normallyopen contacts 1CR6, which are connected in series with a reverse limitswitch RLS and the associated reversing contactor for the motor 45. Theswitch RLS is normally closed and is opened when the gate 40 swings toits normal rearward position shown in FIGURE 7 thereby stopping themotor 45. This motor, as previously indicated, is reversible to operatethe loading chute gate 40. Energizing the relay coil 1CR will,therefore, close the contacts 1CR5, maintain the puller motor 30operating regardless of the condition of the limit switch LS2, andcontinue the advancement of the cars. At this time, the relay contacts1CR6 are also closed to start the gate motor 45 to shunt the material tothe succeeding car B as illustrated in FIGURE 10, through the rearwardlydirected fixed chute section 36.

A relay coil 2CR is provided and is connected in series with the switchcontacts LS3C and the normally open contacts 1CR3. At this time, thecontacts 1CR3 will have been closed by the coil 1CR and when the lever70 is disengaged from the trailing end of the car A, switch contactsLS3C close to energize the coil ZCR. Relay coil ZCR controls normallyclosed contacts 2CR1 connected in series with the coil 1CR. The coil ZCRis energized when the contacts LS3C close (contacts L830 opensimultaneously as they are mechanically coupled with contacts LS3C) andopen the contacts 2CR1 deenergizing the coil 1CR. The coil ZCR alsocloses the normally open contacts 2CR2 in a holding circuit connected inparallel with contacts LS3C and relay contacts 1CR3. Thus, deenergizingthe coil 1CR does not interrupt the circuit of the coil ZCR. Thenormally open relay contacts 2CR4, controlled by the coil ZCR, areconnected in parallel with the switch contacts LS2 and the relaycontacts 1CR5 and will be closed to maintain operation of the pullermotor 30 even though switch contacts LS2 will be open as are con tacts1CR5 when the coil 1CR is deenergized. The normally open relay contactsZCRS are connected in parallel with the relay contacts 1CR6 to maintainoperation of the gate motor 45 when the relay contacts 1CR6 open.

The time delay relay 1T, which controls a normally open contact 1T1, isof the time delay closing type and is also connected in parallel withthe coil ZCR. Its timing interval will thereby be initiated when thecoil 2CR is energized. During advancement of the cars, the chute gatemotor 45 will have fully reversed the gate 40. When the gate is fullyreversed, RLS is actuated and opens to stop the gate motor 45.

After expiration of the time interval of the time delay relay 1T, thecontacts 1T1 close. These contacts are connected in series with a relaycoil 4CR which is thereby energized. The coil 4CR controls the normallyclosed contacts 4CR1 connected in series in the holding circuit of thecoil ZCR, the normally open contacts 4CR3 in a holding circuit for thecoil 4CR, which are connected in parallel with the contacts 1T1, and thenormally open contacts 4CR4 which are connected in series with theforward position chute gate limit switch FLS and the associatedreversing contactor of the motor 45. Energization of the coil 4CR thusdeenergizes the coil ZCR, permitting the contacts 2CR4 to open anddisconnect the motor 30 from the circuit stopping the advancement of thecars, car B now being in the proper loading position shown in FIGURE 11.The runners 53a of the frame will bridge the space between the cars Aand B as it passes from one to the other. The coil 4CR remains energizedmaintaining operation of the gate motor 45.

When the chute gate 40 has been fully returned to its rearward positionby the reversing contacts so as to shunt the material forwardly, thecontacts FLS open to stop the motor 46. Thus, when the time delay cycleexpires, the continuous car movement is stopped, the gate is returned tosaid forward feed position to discharge coal into the front of the carB, and the controls of the car revert to the automatic loading paddle 65to continue the automatic loading cycle as described above.

The coil 4CR remains energized but has no further effect on the loadingof the car B. Advancement of the car B has reverted to switch LS2 as thecontacts 2CR4 opened when the coil ZCR was deenergized. When thetrailing end of the car B engages the lever to again actuate the switchcontacts LS3, closing the contacts L530, 1CR is again energized toinitiate a car change cycle. The normally closed contacts 1CR4,connected in series in the holding circuit for the coil 4CR, are therebyopened to deenergize the coil 4CR which permits the contacts 4CR4 toopen. The gate motor will then reverse the gate 40 to its rearwardposition for forward discharge.

A longer time interval is required for the loading sled to move from onecar to another of the same size, either high or low, or to move from alow car to a high car as compared to the time interval required inmoving from a high car to a low car. A longer time interval than thatprovided by the timer IT is necessary in the car change indicated inFIGURES l0 and 11, to further delay energization of the coil 4CR. Thesecond time interval is initiated at some time during the first timeinterval to move the cars continuously. This is accomplished when thecar change lever engages the forward or leading edge of the car B as thesled 50 bridges the space between the cars A and B and actuates theswitch LS3. To obtain this longer time interval, the second time delayrelay 2T is actuated. This time delay relay controls the normally opencontacts 2T1 which are connected in series with the relay coil 4CR. Thetimer ET is controlled by a parallel connected relay coil 3CR which isconnected in series with normally open contacts 2CR3 and L830. Duringthe interval timed by the timer 1T, contacts ZCRS will be closed but thecoil 3CR will not be energized until the lever 76 engages the leadingend of the car B to close the contacts L830. This will occur at sometime during the interval timed by the timer 1T which is at least ofsufficient duration to bring the car B to this point.

When the switch contacts LS30 are closed by the lever 70 engaging theleading end of the car B, thus energizing coil 3CR, the timer 2T is alsoenergized. A holding circuit for the coil 3CR consists of the normallyopen contacts 3CR1 and the normally closed contacts 4CR2 connected inseries therewith. Simultaneously, the coil ZCR is deenergized, asnormally closed contacts 3CR3, connected in series with its holdingcircuit, will be opened by the coil 3CR. The time delay relay IT is alsodeenergized and reset. The contacts 2CR4 also open but the normally opencontacts 3CR2, connected in parallel therewith, close to maintain thecar moving motor 39 in operation. The contacts 2CR5 are also opened asare the contacts 2CR3. Although the contacts 2CR1 close when the coilZCR is energized, the coil 1CR will not again energize even though thecontacts L830 may be closed, as the normally closed contacts 3CR4,connected in series therewith, are opened by the coil 3CR.

As car B continues to move, the lever 70 is disengaged from the leadingend thereof and the switch contacts L830 open and the switch contactsLS3C close. The contacts LS3C are connected in series with the coil 4CR,through the normally open, timed closing contacts 2T1 of the time delayrelay 2T. At the expiration of the timing period of the timer 2T, itscontacts 2T1 close to energize the relay coil 4CR which, in turn, opensits normally closed contacts 4CR1, which have no effect in thisinstance, opens the contacts 4CR2, which deenergizes the coil 3CR andcloses the normally open contacts 4CR3 in its series connected holdingcircuit. The contacts 4CR4 are also closed to reverse the gate 40 aspreviously explained. Contacts 3CR1 open, contacts 3CR2 open, andcontacts 3CR3 and 3CR4 close. Control of the car motion produced by themotor 30 now reverts to the switch LS2. The circuit is set up foranother car change cycle which will deenergize the coil 4CR therebyopening contacts 1CR4 in its holding circuit.

Thus, both timers IT and 2T are used in the circuit to control themovement of the cars when the movement is between cars of equal heightas illustrated in FIGURES and 11.

The automatic loading operation with cars of unequal height isillustrated in FIGURES 12 to 19. This operation is the same as describedabove except that the pivoted loading sled 50 which carries theautomatic paddle 65, the car change control lever 70 and the controlarms 92 for the movable discharge chute section 35, gradually rides downover the end of the high car to the low car or gradually rides up fromthe low car onto the end of the high car, thereby automaticallypositioning the chute section 35 for proper discharge into the car to beloaded and properly positioning the paddle 65 for the loading operationas well as the lever 70 for the next car change operation.

The change from a high car to a low car is illustrated in FIGURES 12 to15. The high car H is gradually filled, as previously described, and asillustrated in FIG- URES 12 and 13. The lever 70 engages the end of thehigh car, as shown in FIGURE 14, to start the car change sequence. Ashorter interval of time is required for the sled 50 to move from thehigh car H to the low car L than from the car A to the car B of equalheight as described above. This time interval is measured by the timer1T only, which is the only timer connected in the circuit in thisinstance, since the lever 70 will not engage the leading edge of the carL as the sled slides from the car H to the car L.

The operation of the loading station when the sled 50 moves from a lowcar L to a high car H is illustrated in FIGURES 16 to 19. Automaticloading of the car L is accomplished in the manner previously described.The change from the low car L to the high car H is illustrated inFIGURES 18 and 19. The distance the sled 50 must travel from the low carto the high car is greater than that required in the travel from thehigh car to the low car and is about the same as the distance intraveling between the cars of equal height. During this travel the lever70 first engages the trailing end of the low car L and then engages theleading end of the high car H. Consequently, both timers 1T and 2T areconnected in the circuit and the longer period of car movement isobtained as previously described with reference to FIG- URES 10 and 11when the cars A and B are of uniform height.

It will be apparent from the above description that we have provided anautomatic car loading station which will function efiiciently with astring of railroad cars whether the cars are of uniform height or not.The sledlike frame makes it possible to actuate the various controlsregardless of relative height of adjacent cars, since this framecontinuously engages the upper edges of the cars and slides from one carto another regardless of relative heights. The main control members,that is the car-loading paddle and the car change lever, are carried bythe sled-like frame and are always in a predetermined initial dependentposition relative to the car being loaded regardless of the height ofthat car which is engaged by the sled-like frame. The position of thecar change lever is controlled positively since it is carried by thesubframe, which is connected to the sledlike loading frame, by controllinkage of the parallel or pantograph type. The advancing movement ofthe cars is controlled by the electric circuit actuated by the carchange control lever. This movement is varied in accordance withmovement of the loading sled between cars of uniform height, from a highcar to a low car, and from a low car to a high car. As brought outpreviously, movement from a low car to a high car and between uniformheight cars requires a greater time interval than movement from a highcar to a low car. This difference in time interval is providedselectively by the two time delay relays in the circuit, both of whichare operated when the longer period is required and only one of which isactuated when the shorter period is required. The sled-like loadingframe also controls, in its movements from one car to the next, theposition of the movable loading chute section so that material Will bedirected properly as the loading operation switches to a different car,regardless of whether the car is lower or higher than the previouslyloaded car.

According to the provisions of the patent statutes, the principles ofthis invention have been explained and have been illustrated anddescribed in what is now considered to represent the best embodiment.However, it is to be understood that, within the scope of the appendedclaims, the invention may be practiced otherwise than as specificallyillustrated and described.

Having thus described our invention, what we claim is:

1. A- car loading station comprising a material-supplying unit, meansfor moving a string of cars having gaps between adjacent cars to andfrom said unit, means for controlling the loading of material from saidunit into the successive cars moved into association therewith, saidmeans including a loading frame mounted for vertical movement at saidmaterial-supplying unit and engageable with the successive cars movedinto association therewith, said loading frame carrying controls forcontrolling said car-moving means and said material-supplying unit, saidframe having continuous car-engaging means which extend from one car tothe next bridging the gap therebetween, said controls including aloading bar movably supported by the frame in a dependent position andadapted to engage the material as it piles up in the car, and a carchange lever movably supported by the frame in a dependent position andadapted to engage the ends of the cars as they are moved past thematerial-supplying unit, and a control circuit for controlling saidmaterial-supplying unit and said car moving means actuated by saidloading bar and said car change lever, said material-supplying unitincluding a loading chute, a movable gate for controlling flow ofmaterial from said chute, means for moving said gate, said controlcircuit including means for actuating said last-named means.

2. A car loading station according to claim 1 in which said loading baris supported by a pendulum arm on said loading frame, said arm beingmounted on said frame for free swinging movement longitudinally thereof,said car change control lever comprising a pendulum arm mounted on asubframe which extends longitudinally of the loading frame and beingmounted thereon for swinging movement longitudinally thereof, saidsubframe being pivoted to said loading frame for swinging movement in alongitudinal direction relative thereto, and parallel linkage connectedbetween said loading frame and said subframe for controlling swingingmovement thereof during swinging movement of said loading frame.

3. A car loading station according to claim 2 in which said loading baris in the form of a paddle mounted on said arm for transverse swingingmovement, and a limit switch connected in said circuit and actuated bysaid transverse swinging of said paddle.

4. A car loading station according to claim 3 in which said subframecarries a limit switch mounted adjacent the pivot of said lever andactuated by swinging movement of said lever.

5. A car loading station according to claim 1 in which said loadingchute is a double chute having a pair of sections diverging in forwardand rearward directions at their lower portions and converging at theirupper portions, the forward extending section being mounted for swingingin a direction longitudinally of said loading frame, and linkageconnected between said loading frame and said movable chute section forcontrolling the position of said chute section in accordance with theswinging position of said loading frame.

6. A car loading station according to claim 5 in which said gate ismounted at the converging portions of said chute and is selectivelyswingable to close one section and open the other section.

7. A car loading station according to claim 6 including limit switchesconnected in said circuit and mounted adjacent said gate to beselectively operated by movement of the gate to its opposite positions.

8. A car loading station according to claim 7 in which said circuitincludes a first circuit means controlling said car moving means andactuated by said limit switch which is controlled by said loadingpaddle, and a second circuit means connected in parallel with said firstcircuit means for controlling the operation thereof including the limitswitch actuated by said car change lever for initiating the operation ofsaid moving means, and a first timer actuated by said last-named switchfor controlling a set of contacts at a predetermined time subsequent tothe actuation of said timer, said contacts being operatively connectedin said circuit to terminate the operation of said car moving means.

9. A car loading station according to claim 8 wherein said secondcircuit means includes a second timer actuated by said last-named switchat a time subsequent to the actuation of said first timer forcontrolling a set of contacts at a predetermined time subsequent to theactuation of said second timer, said last-named set of contacts beingconnected in said circuit to alternately operate said car moving means.

10. A car-loading station according to claim 1 in which the frame is asled-like frame pivoted at one end for vertical swinging movement, saidcar-engaging means being in the form of runners which engage and slidealong the opposite side edges of the ear and control vertical movementof the frame.

11. A car-loading station according to claim 10 in which each of saidrunners comprises inner and outer portions disposed relatively at anobtuse angle and a connecting curved portion.

12. A car-loading station comprising a material-supplying unit, meansfor moving a string of cars having gaps between adjacent cars to andfrom said unit, means for controlling the loading of material from saidunit into the successive cars moved into association therewith, saidmeans including a loading frame mounted for vertical movement at saidmaterial-supplying unit and engageable with the successive cars movedinto association therewith, said loading frame carrying controls forcontrolling said car-moving means and said material-supplying unit, saidframe having continuous car-engaging means which extend from one car tothe next bridging the gap therebetween, said controls including a carchange lever movably supported by the frame in a dependent position andadapted to engage the ends of the cars as they are moved past thematerial supplying unit, and a control circuit for controlling saidmaterial-supplying unit and said car.- moving means actuated by said carchange lever, said material-supplying unit including a loading chute, amovable gate for controlling flow of material from said chute, means formoving said gate, said control circuit including means for actuatingsaid last-named means.

13. A car-loading station comprising a material-supplying unit, meansfor receiving a string of cars having gaps between adjacent cars to andfrom said unit, means for controlling the loading of material from saidunit into the successive cars moved into association therewith, saidmeans including a loading frame mounted for vertical movement at saidmaterial-supplying unit and engageable with the successive cars movedinto association therewith, said loading frame carrying controls forcontrolling said car-moving means and said material-supplying unit, saidframe having continuous car-engaging means which extend from one car tothe next and bridging the gap therebetween, and a control circuit forcontrolling said material-supplying unit and said car-moving meansactuated by said frame-carried controls, said material-supplying unitincluding a loading chute, a movable gate for controlling fiow ofmaterial from said chute, means for moving said gate, said controlcircuit including means for actuating said last-named means.

14. In combination with a string of cars having gaps between adjacentcars and each of the cars having side and end walls with upper edges, amaterial-supplying unit, means for moving the string of cars to and fromsaid unit, means for controlling the loading of material from said unitinto the successive cars moved into association therewith, said meansincluding a sled-like loading frame mounted for vertical movement atsaid materialsupplying unit and engageable with the successive carsmoved into association therewith, said loading frame carrying controlsfor controlling said car-moving means and said material-supplying unit,said frame having continuous car-engaging runners at its opposite sideswhich engage and slide along the said upper edges of the car side wallsand bridge the gaps between successive cars to control vertical movementof the frame.

15. The combination of claim 14 in which said sledlike frame is pivotedat one end for vertical swinging movement, said controls carried by theframe including a loading bar movably supported by the frame in adependent position and adapted to engage the upper edges of the endwalls of the cars as they are moved past the material-supplying unit,and a control circuit for controlling said material-supplying unit andsaid car-moving means actuated by said loading bar.

16. The combination of claim 15 in which said circuit includes a firstcircuit means controlling said carmoving controlling means and includinga switch controlled by said loading bar, and a second circuit meansconnected in parallel with said first circuit means for controlling theoperation thereof and including a switch actuated by said car changelever for initiating the operation of said car movement controllingmeans, and a first timing mechanism actuated by said last-named switchfor controlling a set of contacts at a predetermined time subsequent tothe actuation of said timing mechanism, said last-named contacts beingoperatively connected in said circuit to terminate the operation of saidcar movement controlling means.

17. The combination of claim 16 wherein said second circuit meansincludes a second timing mechanism actuated by said last-named switch ata time subsequent to the actuation of said first timer mechanism forcontrolling a set of contacts at a predetermined time subsequent to theactuation of said second timing mechanism, said lastnamed set ofcontacts being connected in said circuit to alternately operate said carmovement controlling means.

18. The combination of claim 14 in which said sledlike frame is pivotedfor vertical swinging movement at said material-supplying unit, one ofsaid controls carried by the frame being a car-change lever, said leverbeing pivoted to a sub-frame in a freely swingable dependent position,said sub-frame being pivoted to said sled-like frame for swingingmovement relative thereto, and linkage connected between said sub-frameand said sled-like frame for controlling the swinging of said subframeduring swinging of said sled-like frame.

19. A car-loading station according to claim 18 in which said sub-framecarries a limit switch which controls the car-movement controllingmeans, said switch being mounted in a fixed position relative to saidswinging lever and being actuated by swinging of said lever.

20. A car-loading station according to claim 19 in which said sub-framealso carries a loading bar in a freely 13 swingable dependent position,said loading bar including a transversely swingable paddle, and a limitswitch actuated by swinging of said paddle.

21. A car-loading station according to claim 18 in which thematerial-supplying unit includes a loading chute having a movablesection mounted for swinging movement in a direction longitudinally ofsaid sled-like frame, and linkage connected between the chute sectionand the frame for controlling the position of the chute section inaccordance with the position of the sled-like frame.

22. A car-loading station according to claim 18 in which each of saidrunners of the sled-like frame comprises inner 14 and outer portionsdisposed relatively at an obtuse angle and a connecting curved portion.

References Cited in the file of this patent UNITED STATES PATENTS1,550,239 Billings et al Aug. 18, 1925 2,659,498 McCarthy Nov. 17, 19532,788,134 Miller et a1. Apr. 9, 1957 3,002,637 Miller Oct. 3, 1961FOREIGN PATENTS 459,899 Great Britain Jan. 18, 1937

1. A CAR LOADING STATION COMPRISING A MATERIAL-SUPPLYING UNIT, MEANS FORMOVING A STRING OF CARS HAVING GAPS BETWEEN ADJACENT CARS TO AND FROMSAID UNIT, MEANS FOR CONTROLLING THE LOADING OF MATERIAL FROM SAID UNITINTO THE SUCCESSIVE CARS MOVED INTO ASSOCIATION THEREWITH, SAID MEANSINCLUDING A LOADING FRAME MOUNTED FOR VERTICAL MOVEMENT AT SAIDMATERIAL-SUPPLYING UNIT AND ENGAGEABLE WITH THE SUCCESSIVE CARS MOVEDINTO ASSOCIATION THEREWITH, SAID LOADING FRAME CARRYING CONTROLS FORCONTROLLING SAID CAR-MOVING MEANS AND SAID MATERIAL-SUPPLYING UNIT, SAIDFRAME HAVING CONTINUOUS CAR-ENGAGING MEANS WHICH EXTEND FROM ONE CAR TOTHE NEXT BRIDGING THE GAP THEREBETWEEN, SAID CONTROLS INCLUDING ALOADING BAR MOVABLY SUPPORTED BY THE FRAME IN A DEPENDENT POSITION ANDADAPTED TO ENGAGE THE MATERIAL AS IT PILES UP IN THE CAR, AND A CARCHANGE LEVER MOVABLY SUPPORTED BY THE FRAME IN A DEPENDENT POSITION ANDADAPTED TO ENGAGE THE ENDS OF THE CARS AS THEY ARE MOVED PAST THEMATERIAL-SUPPLYING UNIT, AND A CONTROL CIRCUIT FOR CONTROLLING SAIDMATERIA-SUPPLYING UNIT AND SAID CAR MOVING MEANS ACTUATED BY SAIDLOADING BAR AND SAID CAR CHANGE LEVER, SAID MATERIAL-SUPPLYING UNITINCLUDING A LOADING CHUTE, A MOVABLE GATE FOR CONTROLLING FLOW OFMATERIAL FROM SAID CHUTE MEANS FOR MOVING SAID GATE, SAID CONTROLCIRCUIT INCLUDING MEANS FOR ACTUATING SAID LAST-NAMED MEANS.